Auxiliary carburation for internal combustion engines



A. MOORE June 16, 1936.

AUXILIARY CARBURATION FOR INTERNAL COMBUSTION ENGINES Filed May 4, 19322 Sheets-Sheet l -iilhmuumw INVENTOR Arlmglon Moore ATTORNEYS June 16,1936.

A.MOORE AUXILIARY CARBURATION FOR INTERNAL COMBUSTION ENGINES Filed May4, 1932 2 Sheets-Sheet 2 a m 6 5 M mrlfi m N M m Nn w llzw A L lmm APatented, June 16, 1936- UN ITED STATES PATENT OFFICE AUXILIARYCARBURATION FOR INTERNAL COMBUSTION ENGINES 19 Claims. (Cl. 123-119) Myinvention relates to methods of and means for supplementing thecarburator in supplying fuel to internal combustion engines at certainstages of engine operation, and the same has for its object to makeprovision for insuring quick engine starting, and preventing enginestumbling or stalling during the operation thereof.

. Another object of the invention is to effect the introduction ofadequate fuel for cold engine starting without reliance on pressurereduction in the intake, obviating the use of a choke, and therebysupplying the requisite fuel for starting without unduly restricting theair supply.

Another object of the invention is to effect-the positive introductionofsupplementin'g fuel into the engine intake without reliance on thepressure reduction therein at stages of engine operation when the enginesuction is insuflicient to deliver the requisite fuel from thecarburator for maintaining engine operation.

h Another object of the invention isto effect such positive introductionof supplementing fuel in response to pressure conditions within theintake.

'Another object of the invention is to differentially control theadmission. 'of supplementing fuel to satisfy the fuel requirementseither for cold engine starting or for operatiomwhen the 30 engineis'warm. 1, I

Other objects will in part be obvious and in part be pointed outhereinafter.

In the accompanying drawings:

Figure 1 is a front elevation of a carburating 35 and mixturedistributing system having applied to the intake manifold thereof oneform of device constructed according to and embodying my invention;

. Fig. 2 is a side elevation thereof, with parts in 40 section;

Fig. 3 is a diagrammatic view showing my device applied directly to thecasting of an anterior throttle carburator;

Fig. 4 is a diagrammatic view showing my de- 45 vice applied to thecasting of the ordinary carburator :of the posterior throttle type;

Fig. 5 is an elevation of the device;

Fig. 6 is a plan thereof with parts in section;

Fig. 7 is a section thereof on the line 'l--| of 50 Fig. 5, showing thefuel admitting valve in partly open position;

Fig. 8 is a diagrammatic view of the device showing the valve in 1' myopen position; and

Fig. 9 is alikeview showing the valve inclosed 55 position.

'to the float chamber Referring to the drawings, 1 have shown myauxiliary fuel device In applied to or associated with a carburator andcharge mixture distributing system, such as disclosed in my copendingapplication, Serial No. 525,992, filed March 28, 5 1931, although thedevice may be used with all types of carburetors.

In the particular system illustrated as one example of the applicationof the device, the carburator I2 is of the downdraft anterior throttle10 type in which the fuel nozzle I4 is located at the engine side of thethrottle'lfi, the fuel flow being controlled as described in saidapplication Ser. No. 525,992.

The carburator i2 is secured to the intake 15 manifold l8 fordistribution of the charge mixture to the several cylinders, and saidmanifold at the juncture of the branches thereof is preferably soassociated with the exhaust manifold 2ll-asto form heating means 22subject to exhaust gas heating so as to vaporize any fuel particles thatmay be thrown out of the charge 'mixture upon deflection thereof intothe branches. The details of construction and mode of operation of saidheating means 22 are de- 25 scribed in said application Serial No.525,992.

Fuel is supplied in the usual manner to the carburator l2 from the lowlevel fuel tank 24 26 of the carburator by means of the pump 28 locatedin the fuel line 30 30 which communicates at 32 with the float chamber26.

The fuel pump 28 may be of any type, operated electricallyormechanically, and begins to function immediately upon the turning overof the 35 engine by the engine starter, the pumping means 28 shown beingof the diaphragm'type which is actuated in the usual manner from thecrankshaft of the engine.

In my invention I effect the introduction of 40 supplementing oraugmenting fuel at certain stages of engine operation without relianceon intake pressure reduction or suction, and utilizefor this purpose thesame fuel impelling force which effects the delivery of fuel to thecarburator float chamber. e

I am thus able to start the engine cold without utilizing pressurereduction for inducing fuel flow, as by an air choke, and when theengine suction is so low at certain stag'esof engine operation that thefuel from the carburator tends to lean out to cause engine stumbling orstalling, the fuel required to maintain engine operation is impelledinto the intake without reliance on suction or pressure reduction in theintake. The

sage, available also at fuel pump 28 is thus utilized to supply the fuelto the carburetor during normal operation for fuel introduction into theintake conduit in re.- sponse to suction variations on the fuel jet, andwhen the suction cannot be relied on, such pumpin: means eflects theintroduction of fuel into the intake directly without reliance onsuction or pressure reduction.

The bypassing of the auxiliary fuel into the intake is preferablycontrolled by valvular means which may be actuated either manually, orautomatically, or both.

The stages of engine operation at which the main carburating meansshould be supplemented to upply additional fuel are at engine starting,during the warming up period. p n acceleration, at low speedfull loadoperation, as under heavy lugging conditions, and, in general, at stagesof mine operation when the normal suction on the fuel jet is inadequateto induce sumcient fuel flow, particularly when the intake pressuresubstantially pproaches or is substantially at atmospheric pressure.

In my method I control the introduction of the impelled auxiliary fuelduring normal engine operatioirin response to and by intake depressionso that at small intake depression the additional fuel required issupplied to maintain a mixture ratio productive of emcient engineoporation at such stage of engine operation without reliance onanymanual manipulation.

- In starting the engine cold, provision is made for manually enlargingthe auxiliary fuel pas- A v state of operation, supplementary to theautomatic control thereofsothattheobtainingoftherichmixturerequiredforenginestartingorprimingisinsured.Upon starting, the fuel is positively pumped or forced through theauxiliary e directly into the intake conduit immediately upon turningover the engine by the starter or uponclosingthecircuitofthepumpingmeansasbythe ignitionswitchifthepumpingmeansisoperated electrically. v

By my method of supplementary fuel introduc tionI am able to supplyadequate air to the en-- sine upon engine starting, the control of 'theair by the throttle being entirely independent of the fuel introduction.The positive introduction of fuel upon starting without reliance onpressure reduction in the intake, dispenses with the usual air chokingmeans, or similar expedients, for the purpose of inducing fuel flow forstarting by Pressure reduction, and the air e can thus be adjusted toallow the engine to breathe adequate air. Adequate fuel for enginestarting can thus be obtained without unduly restricting the admissionof the air component.

By auxiliary fuel introduction upon engine starting without reliance onpressure reduction in the intake obtained by air choking or throttling,I am able to introduce more air into the cylinders producing highercompression pressures and more heat, enabling the engine to warm up Theauxiliary fuel may be delivered into the intake conduit at any suitablepoint at either side of the air or mixture throttle, but is preferablvdelivered directly into the intake manifold itself close up to thejuncture of the branches, as shown at Figs. 1 and 2. The fuel as thusdelivered is available instantly for discharge into the intake ports ofthe engine, and such fuel, whenthe device It is installed on a manifold,

such as shown, discharges in proximity to the heating means 22 tofacilitate fuel vaporization. If so desired, the pressure responsivefuel passage controlling device Hi may be associated with the carburatorcasting itself at the engine side of the throttle It, as shown at Fig.3, illustrating a carburetor Il of the anterior throttle type, or suchdevice may be connected to the casting of the-carburator l2 forintroduction of fuel into the intake conduit at the atmospheric side ofthe throttle l6", as shown at Fig. 4, the carburator I2 being of theposterior throttle type.

The pressure responsive device It for controlling the passage of fuelfrom the main fuel tank 24 into the intake comprises a casing formedfrom members 34 and 36 secured together by screws 38 and providing achamber 4| therebetween. A diaphragm or other pressure responsive means42 of suitable material, such as light brass, leather or othercomposition is clamped between the members 34 and 36, or otherwisereceived therebetween, the diaphragm bisecting the chamber 40. Acylindrical valve member 44 having a tapered end 45 is secured centrallyto the diaphragm 42 and is adapted to work in a bore 46 in the member 36which bore terminates in an apertured valve seat 48, adapted to beclosed by the end 45, for delivery of fuel into-the intake conduit. Fuelis delivered through passage 50 into the outer end of bore 46 fordischarge through orifice 48. The passage 50 opens into the bore 46through orifice 52 at a point inwardly of the valve seat ll. The fuelpassing through seat 48 is preferably discharged through a suitablenozzle 53 having small openings therein for discharging the fuel as aspray into the air at a point spaced from the walls of the conduit. Fuelis supplied to passage 50 from the line it through a bypass portion 54,Fig. 1, adapted to be secured into the threaded end portion 56 ofpassage II.

The inherent resiliency of the diaphragm 42, augmented by a separatespring if so desired, tends to hold the valve member 44 in the openposition shown at Fig. 7. The diaphragm 42 divides the chamber 40 intotwo parts it and I.

The part it communicates with the intake through a passage 62 disposedwith the bore 48 in the threaded boss 64 adapted to be screwed into asuitable opening in the intake conduit to which the device It is tobe.secured. In case the device is connected to the carburetor casting atthe atmospheric side of the throttle as shown at Fig. 4', I provide apressure conduit, such as 82* from the chamber 58 to the intake at theengine side of the throttle. The chamber part II is thus subject to thepressure reduction in the intake, chamber part ill being vented toatmosphere.

When the pressure reduction in the intake exceeds a given amount, say 1"H20, the carburator then being able to operate efficiently, the valvemember 44 closes as shown at Fig. 9 to seal both orifices 48 and 52,providing a double seal to prevent passage of fuel through the bypass 54and into the intake by action of the pump 2!.

When the valve 44 closes the inwardly directed abutment portion orshoulder backing It serves to support the diaphragm 42 to prevent unduedistortion thereof when the pressure reduction is great, therebyrelieving the diaphragm of strain, and insuring return of the diaphragmto normal position as the pressure reduction lessens. The backing 88receiving the thrust of the diaphragm also takes such thrust of! of thevalve seat 48 thereby preventing peening action by the valve 44 againstthe valve seat liable to injure the valve and seat interfering withproper closing The opening of the valve 44 atsmall depression in theintake is adjusted or regulated to control the fuel supply by suitablemeans 68. This means comprises a bowed leaf spring Ill secured at oneend by a screw 12 and retained in place by and within the reducedchannel portion 14 of the member 34, the opposite end of the spring 10slidably engaging the inner end of an adjusting screw 16. The spring 10bears against the end of a stem 18 secured to the diaphragm 42, saidstem 19 serving as means for securing the valve 44 to the diaphragmthrough a threaded'connection, as shown at 89. When the valve 44 opens,the amount of fuel passing into the intake depends on the extent ofopening of the orifice 52 as determined by the adjusted position of thespring 10 serving as an abutment for the, stem I8, the orifice 52 beingthe fuel controlling or metering The fuel supplied through the auxiliarydevice may thus be regulated to satisfy the requirements for additionalfuel at periods of least depression in the intake during warm engineoperation.

I also provide means 82 for manually actuating the pressure responsivedevice 40 to open the valve 44 at will. This means comprises a cam ortapered key slide 84 riding through and guided by slots 86 in the member36 and also extending through a slot.88 in the stem 18. The member 84 Iis provided with stops 90at the opposite ends thereof to retain the sameagainst withdrawal from the casing of the device In and to limit themovement thereof in both directions, and is actuated from a distantpoint, such as from the instrument board by means of a wire 92 guidedtltirgglgh a tube 94 and attached to member 84 a Inthe position of thekey 84 shown at Figs. 6, 7 and 9,,the reduced portion 96 thereof isreceived by the stem 19 and thedevice I is free for automatic operation.When the wire 92 is pulled for engine starting the enlarged portion 98enters the slot 88 and retracts the valve 44 to the desired maximumextent as shown at Fig. 8, to allow the supplying of the maximum amountof fuel by the pump 28. When the valve 44 is thus retracted the springyields sufficiently to allow such retraction. When the engine has warmedafter starting the wire 92 is pushed back to allow automatic operationof the pressure responsive device.

The fuel metering orifice 52 is of such size as to allow when fullyopenthe passage of the maximum amount of fuel to supply the rich fuelrequired for starting the engine cold. After the engine is started andwarms up, the valve '44, adjusted at 68, controls the extent of openingof the orifice 52 to allow the passage of such lesser amount of fuel asis required to supplement the carburator when the intake depression isleast.

- The spring 10, which determines the normal or partially open positionof the valve 44, yields when the member 84 is actuated, and when thelatter releases valve 44, such spring serves in the absence ofdepression to return the valve to its normal partially. open position asdetermined by the adjustment I6. r

In operation, when the intake depression exceeds a given value, say 1"H20, the valve 44 is closed under the action thereof and the maincarburator is supplying all the fuel required. Should at any stage ofengine operation the inmanual control, or should the engine stop and betake depression become less that capable of inducing adequate fuel fromthe carburator, the valve 44 opens to the extent predetermined by theadjustment, as shown at Fig. 'I, to allow the pumping in of theauxiliary fuel required to 5 maintain the engine in operation.

My device is particularly adapted for supplying additional fuel when thethrottle is suddenly opened wide, causing a corresponding drop of intakedepression to substantially atmospheric l0 pressure. This preventsengine stumbling or stalling during acceleration, additional fuel beingv pumped in until the engine acquires such speed as to insure eflicientcarburator operation. .As the intake depression increases the valve 44starts to close to gradually reduce the supply of auxiliary fuel. Fuelis thus supplied to the engine without reliance on induction when thesuction on the carburator jet is insuflicient to supply the requiredfuel.

The device embodying my said invention also prevents engine stallingunder heavy lugging conditions of engine operation, as when the engineis operating up a steep grade, the throttle'being wide open and theengine developing its maxi-' mum' torque. As the speed of the enginedecreases and the intake depression approaches the minimum-close toatmosphere, the valve 44 automatically opens in response to thecarburator now is incapable of delivering. As

the engine overcomes the grade, it immediately speedsup, and as theintake depression increases the auxiliary fuel supply graduallydiminishes in inverse relation to depression until it reaches zero andthe carburator functions normally. The device can also be relied on tooperate automatically to keep the engine from stalling during thewarming up period without reliance on the restarted while warm.

The device of thepresent invention is simple in construction and may bereadily installed for use on various types of engines. and carburators.

The device is reliable in operation, lessens danger of accidents in theuse of automobiles, enables quick starting and quick pick-up in trafllc,and insures against engine stumbling or stalling under conditions whenthe main carburator is liable not to supply the requisite fuel formaintaining the engine in operation.

I am thus able to start the engine without the use of a choke, obviatingthe necessity for unduly restricting. the air supply, and obviating thedanger of lubricating oil dilution, and I can 5 maintain the engine inoperation when the suction isv insufficient to draw adequate fuel fromthe carburator, the operation being automatic so that such auxiliaryfuel is always delivered at times when the carburator fails to supplythe requisite fuel.

Having thus' described my invention what I claim and desire to secure byLetters Patent is:

1. The hereindescribed method of carburation. for internal combustionengines which comprises impelling main fuelto a higher level for introduction into the intake conduit by engine suction, and at certain stagesof engine operation effecting the introduction of. auxiliary fuel intothe intake conduit in response to pressure conditions therein by theaction of the main fuel impolling force.

2. The hereindescribed method of carburation for internal combustionengines which comprises impelling main fuel to a higher .level forintro- '75 tion, and when the suction is low introducing in response tosuch suction condition auxiliary fuel into the intake conduit by theaction of the main fuel impelling force without reliance on enginesuction for inducing fuel flow.

3. The hereindescribed method of supplying fuel to the intake conduit ofinternal combustion engines which comprises effecting the introductionof main fuel into the engine by the pressure differential on a constantlevel source of supply while replenishing the' constant -level source ofsupply by pumping fuel from a lower level, and under operatingconditions productive of very low intake depression and in response tosuch lowered intake depression by-passing a portion of the fuel anddelivering the same directly into the intake conduit by said pumpingaction.

4. The herelndescribed method of carburation for internal combustionengines which comprises impelling fuel from a lower level to a higherlevel for introduction of main fuel into the intake conduit by enginesuction, and effecting at periods of low engine suction the directintroduction of auxiliary fuel into the intake conduit by said impellingaction in rmponse to and by pressure conditions in the intake conduit.

5. The hereindescribed method of carburation for internal combustionengines which comprises impelling fuel by engine operation from a mainsource of supply to a higher elevation for delivery of main fuel intothe intake conduit by engine suction, and at periods of low enginesuction controlling the passage of fuel in response to and by thepressure reduction in the intake conduit and effecting thereby thedelivery of auxiliary fuel into the intake conduit by said impellingaction.

8. The combination with an internal combustion engine including intakeconduit, carburator and pumping means for supplying the carburator withfuel from a main source of supply, of means for supplying-auxiliary fuelby the action of said pumping means to the intake conduit from said mainsource of supply, valvular means normallybiasedtoopenandresponsivetochangesin conditicns of engine operation forautomatically controlling the passage of auxiliary fuel, and means formanually actuating said valvular means.

7. A device of the character described comprising means for deliveringauxiliary fuel to the intake conduit of an internal combustion engine, avalve controlling the passage of auxiliary fuel, pressure responsivemeans for controlling said valve to ca opening thereof under conditionsof low intake suction and closing thereof at higher suctions, and meansfor manually actuating said valve.

8.Adeviceofthecharacterdescribedcomprising means for delivering fuel tothe intake conduit of an internal combustion engine, a suction operatedvalve for controlling the passage of fuel, said valve being biased toopen when the suction is low, and manual means for actuating said valveto enlarge the-openingthereof.

9. A device of the character described comprising means for impellingauxiliary fuel into the intake conduit of an internal combustion engine,a suction operated valve for controlling the pasaage of auxiliary fuel,-said valve being biased to move to a given open position when thesuction is low, and manual valve actuating means operable 8,044,094duction into the intake conduit by engine suc-.

from a remote point for enlarging the extent of valve opening at enginestarting.

10. The combination with an internal combustion engine including intakeconduit, carburator and means for impelling fuel from a low level sourceof supply to said carburator, of means between said fuel impelling meansand the intake conduit for delivering auxfliaryfuel to the intake, and asuction operated valve for controlling the passage of fuel through saidauxiliary fuel delivering means, said valve being open when the suctionis low.

11. A device of the character described comprising means for supplyingauxiliary fuel to the intake conduit of an internal combustion engine, avalve for controlling said means, pressure responsive means for closingsaid valve, said valve being spring biased to open when the enginesuction is low, and means for adjustably limiting the extent of openingof said valve.

12. A device of the character described comprising a casing, a fuelpassage in the wall thereof, a diaphragm in said casing actuated inresponse to intake depression, a valve on said diaphragm and controllingsaid passage to open the same at low intake depression, and means on thecasing to prevent distortion of the diaphragm under high intakedepression.

13. A device of the character described comprising a casing having afuel passage in the wall thereof, pressure responsive means in thecasingoperated in response to intake depression, valve means operated bysaid pressure responsive means for controlling said passage and openingthe same when the intake'depression is low, spring means engaging thevalve means for adjusting the open position thereof, and a slide cam forincreasing the opening of said valve means against the resistance ofsaid spring means. 7

14. The hereindescribed method of carburation for internal combustionengines which comprises forcing maximum auxiliary fuel into intake airby the action of the impelling force supplying fuel to the carburatorand operated upon the turning over of the engine, and as the engineattains normal operating conditions restricting the passage of auxiliaryfuel in response to increases in suction.

15. The hereindescribed method of carburation for internal combustionengines which comprises directly forcing auxiliary fuel into the intakeair when the engine suction is low by the action of the impelling forcesupplying fuel to the carburator, and thereby curing deficiencies in theflow of main fuel, controlling the passage of auxiliary fuel in responseto pressure conditions in the intake toprevent auxiliary fuelintroduction when the suction is ample for inducing main fuel flow, andduring the warming up period at engine starting effecting theintroduction of maximum auxiliary fuel.

16. The combination with an internal combustion engine including intakeconduit, carburator, and means operated with the engine for impellingfuel from a low level supply to said carburator, of means including apassage for bypassing fuel under the action of said fuel impelling meansaround the carburator into said intake conduit, and valvular meansresponsive to changes in intake depression during engine operation forcontrolling said passage to open same when intake depression is below apredetermined value and to keep it closed when such value is exceeded.

17. The combination with an internal combustion engine including intakeconduit, carbura tor and means for impelling fuel from a low level tosaid carburator, of. means for bypassing auxiliary fuel by saidimpelling means directly into said intake conduit, valvular means forcontrolling the passage of said auxiliary fuel responsive to changes insuction conditions to open at low suctions and to close at highersuctions, and manual means for enlarging the valve opening upon enginestarting.

18. A device of the character described com-' prising means forimpelling auxiliary fuel into the intake, means responsive to suctionconditions and biased to open at low suction, closing at highersuctions, a spring abutment for limiting the opening movement of saidpressure responsive means, and manual means for actuating 19. Thecombination with an internal combus tion engine including an intakeconduit having a hot spot at the juncture of the branches thereof, acarburator, and means operated by the engine for impelling fuel from alow level to said carburator, of means for bypassing auxiliary fuel bysaid impelling means directly into the intake conduit contiguous to saidhot spot, and. means responsive to changes in suction for controllingsaid bypassing means to open the same at low suctions and to close thesame at higher suctions.

ARLINGTON MOORE.

said manual means

